Floor-frame construction for railway-cars.



No. 798,849. P ATENTED SEPT. 5, 1905.

J. M. WAUGH.

FLOOR FRAME CONSTRUCTION FOB. RAILWAY CARS.

urmoumn rmm saw. 4. 19oz.

SBHEETS-BHBBT 1.

PATBNTED SEPT. 5, 1905.

J. M. WAUGH. FLOOR FRAME CONSTRUCTION FOR RAILWAY CARS.

APPLIUATION IILBD SEPT. 4, 1902.

3 BHBETBBHBET 2.

A, Mum *4 A;

wiafozu' 25:11:60 Willie fiizaqlt m A W fifddzwl- Ma M 7m PATBNTED SEPT. 5, 1905.

J. M. WAUGH. FLOOR FRAME CONSTRUCTION FOR RAILWAY (JARS.

APPLICATION FILED SEPT. 4. 1902.

3 SHEETS-SHEET 3.

L3. PM": Lnnocaumzas msmcvm u c.

.IA )I It S M I LTO N \V A U (-I II,

l CHICAGO, ILLINOIS.

FLOOR-FRAME CONSTRUCTION FOR RAILWAY-CARS.

Specification of Letters Patent.

Patented Sept. 5, 1905.

Application filed September 4,1902. Serial No. 122,074.

1'0 (1J1 whom, it may concern:

Be it known that I, J Aims MILTON \VAUeu, of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Floor-Frame Constructions for Railway-Cars; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanyingdrawings, and to the letters of reference marked thereon, which form a part of this specification.

This invention relates to improvements in the construction of railway-cars, and more particularly to the construction of the floorframes thereof and to means for connecting the draft-rigging therewith.

The invention consists in the matters hereinafter described, and pointed out in the appended claims.

In the accompanying drawings, illustrating my invention, Figure 1 is a plan view of a car-floor frame embodying my invention, the same being shown in skeleton form or with the flooring removed. Fig. 2. is a detail longitudinal section of the same, taken upon line 2 Q of Fig. 1, showing one end of the carframe. Fig. 3 is a detail cross-section taken on line 3 I) of Fig. 2. Fig. at is a detail crosssection taken on line at 4 of Fig. 2. Fig. 5 is a horizontal or plan section taken on line 5 5 of Fig. 2. Fig. 6 is a view in elevation of one of the plates constituting part of the draft-rigging. Fig. 7 is a view of the same plate illustrated in Fig. 6, SllOWIl'lg' the reverse side thereof. Fig. 8 is a view similar to Fig. 2, showing a modified construction of the parts therein illustrated. Fig. 9 is a crosssection taken on line 9 9 of Fig. 8. Fig. 10 is a crosssection taken on line 10 10 of Fig. 8. Figs. 11 and 12 are sectional views of the center sills, showing different forms of construction thereof included in my invention.

As shown in the drawings, A A designate the two main transverse frame members or body-bolsters, and B I3 the central longitudinal frame members or center sills, which oxtend continuously from end to end of the *ar-frame.

U 0 indicate outer longitudinal sills, which extend from end to end of the car and meattached to the outer ends of the body-bolsters A A, and I) I) indicate the transverse end pieces of the floor-frame, which extend across the ends of the said frame and are attached to the ends of the center sills B B and the side sills C C.

The body-bolsters are shown as located below the level of the center sills B B; but said bolsters may be constructed and attached to the center sills in any other usual or preferred manner. Said center sills I3 1% consist of metal beams or girders having vertical webs and top and bottom stiffening members or cords, and they may have the form either of I-beams or channel-beams. As shown in Figs. 1 to 5 and in Fig. 12, said center sills have the form of I-bcams. As illustrated in these figures, moreover, the end transverse beams I) I) consist of channel-beams arranged with their webs in vertical planes and their flanges projecting inwardly or toward the bolsters.

The two center sills I) B, in common with metal center sills heretofore used, are arranged parallcl with each other and at a short distance apart and constitute the principal means of transmitting from one end of the car to the other or from the draft-riggings at the opposite ends of the car longitudinal stresses coming upon the car-frame, and cspccially the compressive strains or stresses due to shock or iar in coupling or under like circumstances. ()no important feature of my invention is embraced in a construction intended for stiffening the said center sills so as to make them snfliciently still" or rigid to withstand great compressive strains without making the same unduly heavy. To this end I provide a construction as follows: I attach to the vertical members or webs of the said center sills, either when the latter are made of I form. as shown in Figs. 1 to 7, or when made of channel form, as shown in Figs. 8 to 11, narrower beams 1*] of channel form, which are rigidly attached to the said sills with the webs of the channel-beams in contact with the webs of the sills and the flanges at the top and bottom edges of the said channelbeams extending outwardly from the sills. The channel-beams E are shown in Figs. 1 to 5 as applied to the inner faces of the webs of the center sills I3, Figs. 3 and 4, and like reinforcing channcl-l )cams E, shown as attached to the outer faces of the webs of said sills, are also shown in Figs. 3 and 4s. \Vhilc the drawings show like channel-beams F. It attached to both faces of the webs of the center sills, yet it is not essential that reinforcing-bean1s be applied to both sides of the sills, and either the inner or outer beams may be omitted, as deemed expedient or necessary or as may be required in any particular instance. \Yhether one or two reinforcbeams, as well as the center sills themselves,-

will take the stresses or end thrust coming upon the said transverse beams or transmitted thereto from the draft-riggings. It is not, however, necessary that the reinforcing channel-beams E or E should extend continuously from end to end of the center sills, and in cases where the bolsters are interposed in whole or in part between the center sills or between the latter and the side sills, as is common in car-frames, the channel-beams may terminate at or abut against the side faces of the said bolsters. As an additional means of stiffening or giving rigidity to the said center sills when provided with stiffening or reinforcing beams E applied to the inner faces thereof I interpose between said sills a girder F of I form in cross-section, the same being disposed with its center parts or webs f horizontal and with its heads or flanges f in contact with the webs of the said beams, said heads or flanges being secured thereto and to the webs of the center sills by rivets. The central beam F thus disposed serves two important purposes-that is to say, the horizontal web portions thereof serve to connect rigidly with each other the center sills, and thus give great lateral stiffness to the same, while the headsf through being riveted to the center sills, serve to greatly add to the vertical stiffness of said beams or to the capacity of the same to withstand upward or downward stresses. As a further improvement the said heads or flanges f of said beam F are made of such vertical width as to fit within the flanges of the reinforcing-beams E with their upper and lower edges in contact with the inner faces of said flanges of the beams E. It will be especially noted in this connection that by reason of the contact of the upper and lower edges of the flanges of the beams F with the horizontal flanges of the reinforcing-beams E said beams E and the center sills to which they are attached cannot be depressed or bent in vertical planes without correspondingly bending edgewise the flanges of the beams F, so that the stiffness of said flanges is added to that of the webs of the center sills themselves and the webs of the reinforcing-beams E.

New, referring to the draftrigging and means for connecting the same with the center sills, these parts, as shown in Figs. 1 to 7, are constructed as follows: G G indicatedraftsills having the form of channel-beams arranged parallel with each other below the draft-sills B and extending between the bolsters and the end cross-beams of the car. I Said draft-sills have the form of channel-beams arranged withtheir webs in vertical planes and the flanges g g at the upper and lower margins thereof extending outwardly. Said draftsills G are strengthened or reinforced by narrower channel-beams H applied to the outer faces of the webs thereof and secured thereto with their flanges directed outwardly by rivets passing through the webs of the beams. The draft-sills G are shown as secured to the lower edges of the center sills B by having their upper flanges g riveted to the lower flanges Z) of the center sills. The outer ends of said draft-sills Gr abut against and are se cured to the transverse end beams D. The draft-rigging embraces the usual draw-bar I, which may be yieldingly connected with the draft-sills by any suitable form of elastic or spring connection, a simple form thereof being illustrated, consisting of a yoke I, a drawbar spring I and follower-plates K K, against which the ends of the draw-bar springs bear and which engage the ends of the yoke 1. To provide the necessary shoulders upon the draft-sills for engagement with the followerplates K, stop-plates L L are riveted or bolted to the flat inner faces of the draft-sills, said plates L L being provided with vertical flanges H at their adjacent ends, which form the sh oulders for contact with the follower-plates K. Said stop-plates L L, as more clearly seen in Figs. 6 and 7, which show the opposite sides of one of the plates L, are preferably made of cast metal and ribbed on their inner faces to give the necessary rigidity thereto. M M indicate the horizontal supporting strips or bars which are removably secured below the plates L L and extend between the same along the lower margin of the draft-sills, so as to form horizontal supporting surfaces or shoulders upon which the ends of the follower-plates K K rest. Said bars M M are shown as supported in place by means of vertical bolts on m, which extend through the end portions of the bars M and upwardly through the flanges on the plates L and the inwardly-projecting flanges b of the center sills B B.

To aflord additional strength and stiflness to the draft-sills B B at the inner or rear end portions of the same, channel-shaped reinforcing-beams N N are riveted to the inner faces of the said draft-sills, the same extending from the stop-plates L toward or to the bolsters. In connection with the channel-shaped reinforcing-beams N thus arranged I also preferably employ a horizontally-disposed stiffening-girder O, which is of 1 form in crosssection and is arranged with its web portion horizontal, the flanged margins of said beam O being fitted against the adjacent faces of the reinforcing-beams N and riveted thereto in the same manner as before described in connection with the stiffening-beams F.- In order to lessen the shearing strain on the rivets which connect the innermost stop-plates L IIO with the draft-sills, I arrange said plates L in abutting contact with the adjacent ends of the stiffening-beams N and with the horizontal girder when the latter is emploved. For this purpose I provide on the rear ends of the plates l] inwardly-exteinling flanges which form shoulders adapted for contact with the end of said beams N and O. The presence of the stiffening or reinforcing beams N on the inner faces of the draft-sills at the rear of the innermost plates L is of considerable advantage, because serving to stiffen or strengthen the draftsills at the points where the same are subjected to the greatest compressive strains, it being manifest that the most severe strains coming upon the draft-riggings are those occasioned in coupling cars or in the sudden checking of the speed of the train and that such strains are mainly taken by the innermost plates L and the rear end portions of the draft-sills and by the latter transmitted to the center sills. The arrangement of the draft-sills and the rein forcing channel-beams thereof in abutting contact with the bolsters, as shown, has the advantage of affording an additional means of rigidly connecting the said draft-sills with the center sills.

In Figs. 8, S), and 10 l have shown a construction in which separate draft-sills are dispensed with and the draft-rigging is connected directly with the lower parts of the center sills of the car-frame. This construction is more especially adapted for use when very deep draft-sills are employed. In this instance. the said center sills B I) are made of channel form with their flanges 7/ directed outwardly, and reinforcing beams l. of channel form are attached to the inner faces of the center sills. As shown in said Figs. 8 to 10, the stop-shoulders for the follower-plates of the draft-rigging are formed by means of plates Q Q, provided with flanges q 1 on their adjacent ends and secured against the flat inner faces of the draft-sills by means of rivets or bolts. Recesses to receive the ends of the follower-mates of the draft-rigging are in this instance'f'ormed by means of upper and horizontal bars R R, which are secured against the top and bottom surfaces of the plates Q Q by means of vertical bolts 1'1", inserted through said parts. The reinforcing channel-beams in this instance terminate at the inner ends of the inner stop-plates Q. l have shown in said Figs. 8 to 10 means for additionally stiffening the parts of the center sills, consisting of horizontally-disposed girders 5 arranged and attached to the center sills and channel-beams l in the same manner as before described in connection with the girders F.

In Fig. 11 l have shown still another form of construction in the center sills. in this instance the said center sills B are made of channel-beams T, having their flanges directed outwardly and provided on their outer faces with reinforcing-beams U of channel form, the web portions of which are secured to the outer faces of said beams and the flanges of which project outwardly therefrom. it will, however, be understood that the stiffening-beams for the center sills shown in Figs. 11) and 11 may be combined in one structure, or, in other words, that the center sills may be provided with both the interior stiffeningbcams T and the exteriorstifleningbeams U.

lln Fig. 12 l have shown still another construction in the center sills, wherein the same are nnprovided with channelbeams, and a horizontal girder V is interposed between the webs of the sills with its marginal flanges secured directly to the webs of the sills. Said Fig. 12 shows the sills as made of I form; but they may, of course, be made of channel form. Manifestly the features shown in Figs. 11 and 12 may be combined in one structure, or, in other words, the sills may have reinforcing channel-beams secured to the outer faces of their webs and a stiffening-girder secured to the inner faces of said webs.

I claim as my invention- 1. A longitudinal member orsill for a carframe, consisting of a girder and a channelbeam narrower than the girder the web portion of which is secured against the web portion of the girder.

2. A car-floor frame provided with longitudinal frame members or sills consisting of two parallel metal girders arranged with their web portions vertical, and channel-beams secured to the web portions of said girders and extending continuously throughout the principal part of the length of the said girders.

3. A car-floor frame provided with two parallel center sills which consist of girders arranged with their web portions in vertical planes, and means for stiffening said center sills to withstand end thrusts or compressive shocks, consisting of a girder interposed between said center sills and having its web portion arranged horizontally and its marginal flanges secured to the web portions of said center sills.

4:. A car-floor frame provided with two parallel center sills which consist of girders arranged with their web portions in vertical planes, rein forcing channel-beams attached to the web portions of said girders, and a girder interposed between said center sills and having its web portion arranged horizontally and its marginal flanges secured to the web portions of the said center sills.

A car-floor frame embracing longitudinal members or sills which consist of girders arranged with their web portions vertical, channelbeams secured to the adjacent or inner faces of the web portions of said girders, and interposed girders of I form, the web portions of which extend horizontally between said sills, and the said laterally-projecting flanges of which fit between the flanges on said channel-beams and are secured to the web portions of the girders and to the channelbeams.

6. As a means of connecting the draw-bar with a floor-frame of a car, draft-sills having the form of channel-beams,arranged with their flanges directed outwardly, stop-plates riveted to the inner faces of the webs of said. draft-sills, and forming shoulders against which the follower-plates of the draft-rigging are adapted to bear, and channel-beams narrower than the girders secured to the outer faces of the web portions of said draft-sills.

7. A car-floor frame comprising two longitudinal sills of girder form, stop-plates secured to the web portions of the said sills, and channel-bars secured to the said web portions of the sills, with their ends in abutting relation to the inner stop-plates.

8. A car-floor frame comprising two longitudinal sills of girder form, stop-plates secured to the web portions of said sills, channel-bars secured to said web portions of the sills with their ends in abutting relation to the inner stop-plates, and girders interposed between said sills with their web portions arranged horizontally and having their flanges secured to the said channel-beams and to the web portions of the sills. Y

9. A sill or stringer for a car comprising a plurality of channel-irons secured to each other with the channels facing outwardly, and strengthening bars or strips secured longitudinally of the Webs of the channel-irons and wholly within the flanges of the channels thereof, substantially as described.

In testimony that I claim the foregoing as my invention 1 afltix my signature, in presence of two witnesses, this 2d. day of September, A. D. 1902.

JAMES MILTON VVAUGH.

Witnesses:

l/VILLIAM L. HALL, TAYLOR E. BROWN. 

